IllustrationDRIVING 15 TO 20 MPH AND STEERING PULLED TRUCK TO THE LEFT SHARPLY CAUSING ACCIDENT ALSO AIR BAG DID NOT WORK. *TR
2008 Ford F-350 Sd
Owner reports · Recalls · Investigations
Similar to other model years
Owner complaints for the 2008 Ford F-350 Sd do not stand out strongly from the model-year median of 73.
About this comparison →How this year compares
Owner complaints by model year
Compare all F-350 Sd years →Counts vary with age, sales and reporting. They are not failure rates.
What owners reported most
All reported categories
Tap a category to read its complaints. One report may name several components.
When problems were reported
Mileage at the reported incident
310–25K
2725–50K
1150–75K
1175–100K
13100–150K
1150K+
94 reports with mileage · 7 unknown
NHTSA’s mileage field refers to the reported incident, not necessarily the filing date. This shows report counts, not the likelihood of a failure.
What to inspect
Issues worth paying extra attention to based on owner reports.
- Steering. Review the 25 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Engine And Engine Cooling. Review the 21 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
- Suspension. Review the 13 owner reports in this category and discuss these concerns during a pre-purchase inspection. Read reports →
NHTSA owner reports · September 18, 2026 snapshot.
7 crash reports4 fire reports2 injury reports
What owners actually said
101 reportsTRUCK CAUGHT ON FIRE WHILE DRIVEING DOWN RAOD
TL*THE CONTACT OWNS A 2008 FORD F-350 SD. THE VEHICLE WAS TAKEN TO AN AUTHORIZED DEALER FOR REGULAR MAINTENANCE. THE TECHNICIAN OBSERVED AN EXCESSIVE OIL LEAK AND STATED THAT THE FAILURE WAS RELATED TO THE FRONT MAIN SEAL. THE VEHICLE WAS REPAIRED. ON NINE SEPARATE OCCASIONS, THE VEHICLE WAS TAKEN TO AN AUTHORIZED DEALER FOR…
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TL*THE CONTACT OWNS A 2008 FORD F-350 SD. THE VEHICLE WAS TAKEN TO AN AUTHORIZED DEALER FOR REGULAR MAINTENANCE. THE TECHNICIAN OBSERVED AN EXCESSIVE OIL LEAK AND STATED THAT THE FAILURE WAS RELATED TO THE FRONT MAIN SEAL. THE VEHICLE WAS REPAIRED. ON NINE SEPARATE OCCASIONS, THE VEHICLE WAS TAKEN TO AN AUTHORIZED DEALER FOR IDENTICAL FAILURES; HOWEVER, THERE WERE NO RESOLUTIONS. THE VEHICLE IS CURRENTLY BEING REPAIRED. THE CONTACT HAS NOTIFIED THE MANUFACTURER. THE FAILURE MILEAGE WAS 20,000 AND CURRENT MILEAGE WAS 53,000.
REGARDLESS OF SPEED, EXCESSIVE WHITE SMOKE BLOWING OUT OF EXHAUST COMPLETELY OBSTRUCTING OWN REAR SIGHT AS WELL AS BLINDING FOLLOWING VEHICLES. IT HAS HAPPENED 4 TIMES, VEHICLE CURRENTLY AT 36, 000 KM. PERSONAL BELIEF IS THAT THIS HAS LED TO ENGINE NEEDING TO BE REPLACED WHICH FORD WILL NOT WARRANTY. NOTHING HAS BEEN DONE A…
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REGARDLESS OF SPEED, EXCESSIVE WHITE SMOKE BLOWING OUT OF EXHAUST COMPLETELY OBSTRUCTING OWN REAR SIGHT AS WELL AS BLINDING FOLLOWING VEHICLES. IT HAS HAPPENED 4 TIMES, VEHICLE CURRENTLY AT 36, 000 KM. PERSONAL BELIEF IS THAT THIS HAS LED TO ENGINE NEEDING TO BE REPLACED WHICH FORD WILL NOT WARRANTY. NOTHING HAS BEEN DONE AS FORD REPORTS THEY CANNOT FIND THE PROBLEM. *TR
I LEASED A 2008 F350 6.4 LITER IT WAS SMOKING OUT OF THE TAILPIPE OFTEN SO I CALLED THE DEALER AND THEY SAID IT WAS NORMAL OVER THE NEXT FEW MONTHS IT GOT WORSE THEN I HAD THE OIL CHANGED AT THE DEALER AND THE SMOKE CHECKED THEY SAID IN THE PAPER WORK IT WAS UNDETERMINED 1 MONTH LATER I LOST ALL POWER AND THE TRUCK DIED THE O…
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I LEASED A 2008 F350 6.4 LITER IT WAS SMOKING OUT OF THE TAILPIPE OFTEN SO I CALLED THE DEALER AND THEY SAID IT WAS NORMAL OVER THE NEXT FEW MONTHS IT GOT WORSE THEN I HAD THE OIL CHANGED AT THE DEALER AND THE SMOKE CHECKED THEY SAID IN THE PAPER WORK IT WAS UNDETERMINED 1 MONTH LATER I LOST ALL POWER AND THE TRUCK DIED THE OIL CAP WAS NOT PUT ON AND THERE WAS OIL EVERYWHERE SINCE THEN THE SMOKE HAS GOTTEN WORSE SO I STARTED TO GO TO A SMALL MECHANIC THAT WORKS ON MY OTHER TRUCKS WELL SINCE THIS INCIDENT THE SMOKE IS MORE OFTEN LIKE TWO TIMES A WEEK FOR 10 MIN SON I BROUGHT IT TO THE DEALER TWO WEEKS AGO THEY HAD IT FOR 3 DAYS AND THEN THEY CALLED ME AND SAID I HAD TO PROVE THAT I HAD THE OIL CHANGES DONE TO IT I OWN FOUR TRUCKS AND THEY ALL GET OIL CHANGES SO I BROUGHT THE RECITES AND THEY SAID BECAUSE I PAID CASH FOR THE OIL CHANGES THE RECEIPT FORM THE MECHANIC WHERE FAKE AND IT WAS A MAINTENANCE ISSUE SO I DROVE IT DOWN THE STREET TO ANOTHER PLACE SINCE THEN ITS UN DRIVABLE IT SMOKES THE HOLE TIME ITS RUNNING WHAT DO I DO? *TR
I HAVE A 2008 FORD F350 SUPER DUTY 4X4 CREW CAB DIESEL DULLY. SEVERAL MONTHS AGO WHILE DRIVING THE TRUCK THE REAR DRIVER SIDE BRAKE LOCKED. AFTER INVESTIGATING THE PROBLEM THE REAR BRAKE CALIPER HAD BROKEN. WAS ABLE TO CAREFULLY DRIVE TO FORD DEALERSHIP IN TERRELL TX. THEY ACCUSED ME OF RUNNING OVER SOMETHING. AFTER REPAIR…
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I HAVE A 2008 FORD F350 SUPER DUTY 4X4 CREW CAB DIESEL DULLY. SEVERAL MONTHS AGO WHILE DRIVING THE TRUCK THE REAR DRIVER SIDE BRAKE LOCKED. AFTER INVESTIGATING THE PROBLEM THE REAR BRAKE CALIPER HAD BROKEN. WAS ABLE TO CAREFULLY DRIVE TO FORD DEALERSHIP IN TERRELL TX. THEY ACCUSED ME OF RUNNING OVER SOMETHING. AFTER REPAIRING THE BRAKE CALIPER THEY APOLOGIZED FOR THE ACCUSATION. THE HAD TO REPLACE BRAKE CALIPER TIRE AND RIM. THIS SAME THING OCCURRED LAST WEDNESDAY. EXCEPT THIS WAS THE OPPOSITE SIDE ON THE REAR. THIS TIME THE VEHICLE WAS TRAVELING THROUGH AN INTERSECTION AND ALMOST CAUSED A HORRIBLE ACCIDENT. ONE THE BRAKE LOCKS UP IT PULLS THE VEHICLE TO THAT SIDE CAUSING ME TO LOSE CONTROL OF THE VEHICLE. THIS VEHICLE HAS BEEN IN AND OUT OF THE SHOP FOR NUMEROUS PROBLEMS. HAD THE DIESEL ENGINE REPLACED IN OCT JUST 4 MONTHS AFTER PURCHASING IT. *TR
WHEN TRUCK GOES INTO REGENERATION MODE(ON DRIVE OR REVERSE) IT IS SOMETIMES VERY HARD TO KEEP IT UNDER CONTROL...IT WANTS TO ACCELERATE--- NORMALLY IT GOES UP TO 1200 TO 1300 RPM BUT ON 2 OR 3 TIMES ITS GONE UP TO 1500, 1 TIME IT WENT UP TO 2300 RPM ( THAT'S NOT SAVE )--------2 TIMES ENGINE LOST POWER WHILE DRIVING AT 65-70 MPH.…
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WHEN TRUCK GOES INTO REGENERATION MODE(ON DRIVE OR REVERSE) IT IS SOMETIMES VERY HARD TO KEEP IT UNDER CONTROL...IT WANTS TO ACCELERATE--- NORMALLY IT GOES UP TO 1200 TO 1300 RPM BUT ON 2 OR 3 TIMES ITS GONE UP TO 1500, 1 TIME IT WENT UP TO 2300 RPM ( THAT'S NOT SAVE )--------2 TIMES ENGINE LOST POWER WHILE DRIVING AT 65-70 MPH...TRUCK MAKES A LOUD METAL TO METAL NOISE WHEN YOU GO FROM DRIVE TO REVERSE AND WHEN YOU START MOVING... *TR
FOR TWENTY FIVE THOUSAND MILES THE VEHICLE HAS HAD AN INTERMITTENT ENGINE MISS. THEY HAVE WORKED ON THIS NUMEROUS TIMES TO NO AVAIL. THE VEHICLE FINALLY QUIT ON I-70 JUST BEFORE THE HOLIDAYS. THEY HAVE HAD NUMEROUS PROBLEMS WITH THESE TRUCKS THAT NEED TO BE ADDRESSED BY SOMEONE THAT CARES ABOUT THE SAFETY OF US ,THE CONSUMERS. T…
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FOR TWENTY FIVE THOUSAND MILES THE VEHICLE HAS HAD AN INTERMITTENT ENGINE MISS. THEY HAVE WORKED ON THIS NUMEROUS TIMES TO NO AVAIL. THE VEHICLE FINALLY QUIT ON I-70 JUST BEFORE THE HOLIDAYS. THEY HAVE HAD NUMEROUS PROBLEMS WITH THESE TRUCKS THAT NEED TO BE ADDRESSED BY SOMEONE THAT CARES ABOUT THE SAFETY OF US ,THE CONSUMERS. THANK YOU FOR YOUR TIME. *TR
TL*THE CONTACT OWNS A 2008 FORD F-350 SD. WHILE IDLING AT A TRAFFIC LIGHT, THE BRAKE PEDAL EXTENDED TO THE FLOOR AND THE VEHICLE WOULD NOT MOVE. THE DEALER STATED THAT THE FAILURE WAS NORMAL. THE CURRENT AND FAILURE MILEAGES WERE 4,100. UPDATED 12-12-07. *KB UPDATED *JB
TL*THE CONTACT OWNS A 2008 FORD F-350 SD. WHILE DRIVING 60 MPH, THE VEHICLE DECELERATED TO APPROXIMATELY 30 MPH. THE CONTACT STATED THAT WHEN THE CRUISE CONTROL IS ENGAGED, THE VEHICLE DOWNSHIFTS AND BECOMES STUCK IN FOUR WHEEL DRIVE. THE DEALER STATED THAT THE VEHICLE COULD NOT BE REPAIRED UNTIL THE FOURTH QUARTER OF 2007 AN…
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TL*THE CONTACT OWNS A 2008 FORD F-350 SD. WHILE DRIVING 60 MPH, THE VEHICLE DECELERATED TO APPROXIMATELY 30 MPH. THE CONTACT STATED THAT WHEN THE CRUISE CONTROL IS ENGAGED, THE VEHICLE DOWNSHIFTS AND BECOMES STUCK IN FOUR WHEEL DRIVE. THE DEALER STATED THAT THE VEHICLE COULD NOT BE REPAIRED UNTIL THE FOURTH QUARTER OF 2007 AND THEY HAVE TO WAIT ON THE PCM CALIBRATION. CURRENTLY, THE DEALER IS UNSURE OF WHAT CAUSED THE FAILURE. THE CURRENT MILEAGE WAS 4,683 AND FAILURE MILEAGE WAS 4,400. THE DEALER STATED RELEASED AIR POCKET IN FUEL LINE REGENERATION PROCESS, HARD TO GET OUT OF FOUR WHEEL DRIVE, AND WAITING ON NEW PCM CALIBRATION. UPDATED 09/10/07 *TR
Official recalls
0No recalls in this snapshot.
Model-level recall history does not show whether a particular VIN is affected or has received a repair. Check a VIN with NHTSA ↗
NHTSA investigations
1PE13014 · Alleged Loss Of Steering
Opened May 7, 2013 · Closed Jan 31, 2014
Status: closed (inferred from source dates) · Steering; Steering:gear Box (other Than Rack And Pinion)
The Office of DefectsInvestigation (ODI) opened PE13-014 after identifying five complaints alleging steering gear failure in model year (MY) 2008 Ford F-250 and F-350 Super Duty pick-up trucks and to evaluate the relationship between the design history of the steering gear assembly and the alleged defect.As background, ODI investigated steering gear sector shaft fractures in approximately 1.3 million MY 1999 - 2001 Ford Super Duty pick-up trucks and MY 2000 - 2001 Ford Excursion sport utility vehicles in Engineering Analysis EA01-009.The investigation determined that the sector shaft failures were the result of extraordinary, possibly multiple, impacts and not the result of fatigue.No defect in design, manufacturing or materials was identified in the sector shaft.EA01-009 was closed August 19, 2003 with 169 complaints, resulting in a rate of 12.9 incidents per 100,000 vehicles after approximately one year of service.Ford increased the diameter of the sector shaft from 1.375 inches to 1.625 inches at the start of MY 2005 production, increasing the resistance of the steering gear assembly to torsional overload by approximately 48% and changing the failure mode from sector shaft fracture to cracked or broken sector shaft gear teeth.The redesigned steering gear assembly was used in approximately 1.1 million MY 2005 through 2009 Ford Super Duty pick-up trucks, including the subject vehicles.Figure 1 shows the basic steering system design used in Ford Super Duty trucks investigated in EA01-009 and PE13-014. Figure 2 shows the locations of failures resulting from impact related torsional overloading of the sector shaft for the subject vehicles and the prior generation Ford Super Duty trucks investigated in EA01-009.Figure 3 shows an example of a failed sector shaft investigated in EA01-009 and comparisons of fracture surfaces of sector shafts failing from fatigue loading and from torsional overload.Ford provided field return part analysis of failed steering gears from MY 2005 through 2009 Super Duty trucks found evidence of broken sector shaft gear teeth and piston damage consistent with incidents of single event overload (Figure 4).Laboratory analysis found no evidence of fatigue or material property defects in any of the fractures.Analysis of complaint rates by vehicle build month showed no patterns indicating potential manufacturing quality issues and no difference before and after Ford introduced design changes to the input shaft and sector shaft seals in July 2007 to address potential leak concerns (Figure 5).Analysis of failures by time in service indicates a random failure pattern/distribution, consistent with incidents of impact induced overload (Figure 6). The complaint rate for the subject vehicles after approximately 5 to 6 years, 7.1 incidents per 100,000 vehicles, is lower than the rate observed in EA01-009. Furthermore, similar to the condition investigated in EA01-009, a number of incident records include evidence of impact loads (e.g., curb strikes) and several alleged crashes include incidents in which information suggests that the steering gear failure was most likely a result of crash forces, rather than the cause of the crash.A safety-related defect has not been identified at this time and further use of agency resources does not appear to be warranted.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.The agency will monitor this issue and reserves the right to take further action if warranted by the circumstances.The ODI complaints cited above can be reviewed at ww
Additional source detail variants (2)
Steering
The Office of DefectsInvestigation (ODI) opened PE13-014 after identifying five complaints alleging steering gear failure in model year (MY) 2008 Ford F-250 and F-350 Super Duty pick-up trucks and to evaluate the relationship between the design history of the steering gear assembly and the alleged defect.As background, ODI investigated steering gear sector shaft fractures in approximately 1.3 million MY 1999 - 2001 Ford Super Duty pick-up trucks and MY 2000 - 2001 Ford Excursion sport utility vehicles in Engineering Analysis EA01-009.The investigation determined that the sector shaft failures were the result of extraordinary, possibly multiple, impacts and not the result of fatigue.No defect in design, manufacturing or materials was identified in the sector shaft.EA01-009 was closed August 19, 2003 with 169 complaints, resulting in a rate of 12.9 incidents per 100,000 vehicles after approximately one year of service.Ford increased the diameter of the sector shaft from 1.375 inches to 1.625 inches at the start of MY 2005 production, increasing the resistance of the steering gear assembly to torsional overload by approximately 48% and changing the failure mode from sector shaft fracture to cracked or broken sector shaft gear teeth.The redesigned steering gear assembly was used in approximately 1.1 million MY 2005 through 2009 Ford Super Duty pick-up trucks, including the subject vehicles.Figure 1 shows the basic steering system design used in Ford Super Duty trucks investigated in EA01-009 and PE13-014. Figure 2 shows the locations of failures resulting from impact related torsional overloading of the sector shaft for the subject vehicles and the prior generation Ford Super Duty trucks investigated in EA01-009.Figure 3 shows an example of a failed sector shaft investigated in EA01-009 and comparisons of fracture surfaces of sector shafts failing from fatigue loading and from torsional overload.Ford provided field return part analysis of failed steering gears from MY 2005 through 2009 Super Duty trucks found evidence of broken sector shaft gear teeth and piston damage consistent with incidents of single event overload (Figure 4).Laboratory analysis found no evidence of fatigue or material property defects in any of the fractures.Analysis of complaint rates by vehicle build month showed no patterns indicating potential manufacturing quality issues and no difference before and after Ford introduced design changes to the input shaft and sector shaft seals in July 2007 to address potential leak concerns (Figure 5).Analysis of failures by time in service indicates a random failure pattern/distribution, consistent with incidents of impact induced overload (Figure 6). The complaint rate for the subject vehicles after approximately 5 to 6 years, 7.1 incidents per 100,000 vehicles, is lower than the rate observed in EA01-009. Furthermore, similar to the condition investigated in EA01-009, a number of incident records include evidence of impact loads (e.g., curb strikes) and several alleged crashes include incidents in which information suggests that the steering gear failure was most likely a result of crash forces, rather than the cause of the crash.A safety-related defect has not been identified at this time and further use of agency resources does not appear to be warranted.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.The agency will monitor this issue and reserves the right to take further action if warranted by the circumstances.The ODI complaints cited above can be reviewed at ww
Steering:gear Box (other Than Rack And Pinion)
The Office of DefectsInvestigation (ODI) opened PE13-014 after identifying five complaints alleging steering gear failure in model year (MY) 2008 Ford F-250 and F-350 Super Duty pick-up trucks and to evaluate the relationship between the design history of the steering gear assembly and the alleged defect.As background, ODI investigated steering gear sector shaft fractures in approximately 1.3 million MY 1999 - 2001 Ford Super Duty pick-up trucks and MY 2000 - 2001 Ford Excursion sport utility vehicles in Engineering Analysis EA01-009.The investigation determined that the sector shaft failures were the result of extraordinary, possibly multiple, impacts and not the result of fatigue.No defect in design, manufacturing or materials was identified in the sector shaft.EA01-009 was closed August 19, 2003 with 169 complaints, resulting in a rate of 12.9 incidents per 100,000 vehicles after approximately one year of service.Ford increased the diameter of the sector shaft from 1.375 inches to 1.625 inches at the start of MY 2005 production, increasing the resistance of the steering gear assembly to torsional overload by approximately 48% and changing the failure mode from sector shaft fracture to cracked or broken sector shaft gear teeth.The redesigned steering gear assembly was used in approximately 1.1 million MY 2005 through 2009 Ford Super Duty pick-up trucks, including the subject vehicles.Figure 1 shows the basic steering system design used in Ford Super Duty trucks investigated in EA01-009 and PE13-014. Figure 2 shows the locations of failures resulting from impact related torsional overloading of the sector shaft for the subject vehicles and the prior generation Ford Super Duty trucks investigated in EA01-009.Figure 3 shows an example of a failed sector shaft investigated in EA01-009 and comparisons of fracture surfaces of sector shafts failing from fatigue loading and from torsional overload.Ford provided field return part analysis of failed steering gears from MY 2005 through 2009 Super Duty trucks found evidence of broken sector shaft gear teeth and piston damage consistent with incidents of single event overload (Figure 4).Laboratory analysis found no evidence of fatigue or material property defects in any of the fractures.Analysis of complaint rates by vehicle build month showed no patterns indicating potential manufacturing quality issues and no difference before and after Ford introduced design changes to the input shaft and sector shaft seals in July 2007 to address potential leak concerns (Figure 5).Analysis of failures by time in service indicates a random failure pattern/distribution, consistent with incidents of impact induced overload (Figure 6). The complaint rate for the subject vehicles after approximately 5 to 6 years, 7.1 incidents per 100,000 vehicles, is lower than the rate observed in EA01-009. Furthermore, similar to the condition investigated in EA01-009, a number of incident records include evidence of impact loads (e.g., curb strikes) and several alleged crashes include incidents in which information suggests that the steering gear failure was most likely a result of crash forces, rather than the cause of the crash.A safety-related defect has not been identified at this time and further use of agency resources does not appear to be warranted.Accordingly, this investigation is closed.The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist.The agency will monitor this issue and reserves the right to take further action if warranted by the circumstances.The ODI complaints cited above can be reviewed at ww